Narrative:

VFR, training flight. Pilot was familiar with the area. Lack of coordination between approach and eyw tower. Approach turnover aircraft late west/O coordination. I was working local at eyw, and had two inbnds one IFR air taxi and the VFR small transport X, both from the north/northeast. I had established radio communication with the IFR air taxi and he said approach wanted him to go to the VOR then 180 degree turn to enter a right downwind. This was the first I had heard of approach's request. They did not coordination until after the aircraft was in my airspace and on my frequency. Well I had the IFR atx Y insight entering a downwind. He was coming up abeam the approach end of runway 27 when small transport X called giving a position report. I looked at atx Y and started to scan for the small transport X as I asked him to say again his position. He gave me no mileage and a vague position report on initial contact. When I keyed and asked a second position report the pilot never got to answer, because I had gotten him in sight. Just north of my atx Y on downwind. I immediately told small transport X to make a right turn wbound for traffic ahead on right downwind. Small transport X started a left turn instead. I observed small transport X pass under atx Y by 200' or less (estimated) as I was making my second transmission to the small transport X. There are a number of things that could have been done to prevent this situation. Proper coordination. Switching atx Y sooner. Proper position report by small transport X. The most important would be a BRITE scope. We could get rid of so many problems with a BRITE and increase the quality and safety of service to the flying public 100%.

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Original NASA ASRS Text

Title: CTLR REPORTER OBSERVES A VFR ACFT PASS IN CLOSE PROX TO AN ATX IN THE TRAFFIC PATTERN AND DECLARES A NMAC.

Narrative: VFR, TRNING FLT. PLT WAS FAMILIAR WITH THE AREA. LACK OF COORD BTWN APCH AND EYW TWR. APCH TURNOVER ACFT LATE W/O COORD. I WAS WORKING LCL AT EYW, AND HAD TWO INBNDS ONE IFR AIR TAXI AND THE VFR SMT X, BOTH FROM THE N/NE. I HAD ESTABLISHED RADIO COM WITH THE IFR AIR TAXI AND HE SAID APCH WANTED HIM TO GO TO THE VOR THEN 180 DEG TURN TO ENTER A R DOWNWIND. THIS WAS THE FIRST I HAD HEARD OF APCH'S REQUEST. THEY DID NOT COORD UNTIL AFTER THE ACFT WAS IN MY AIRSPACE AND ON MY FREQ. WELL I HAD THE IFR ATX Y INSIGHT ENTERING A DOWNWIND. HE WAS COMING UP ABEAM THE APCH END OF RWY 27 WHEN SMT X CALLED GIVING A POS RPT. I LOOKED AT ATX Y AND STARTED TO SCAN FOR THE SMT X AS I ASKED HIM TO SAY AGAIN HIS POS. HE GAVE ME NO MILEAGE AND A VAGUE POS RPT ON INITIAL CONTACT. WHEN I KEYED AND ASKED A SECOND POS RPT THE PLT NEVER GOT TO ANSWER, BECAUSE I HAD GOTTEN HIM IN SIGHT. JUST N OF MY ATX Y ON DOWNWIND. I IMMEDIATELY TOLD SMT X TO MAKE A R TURN WBOUND FOR TFC AHEAD ON R DOWNWIND. SMT X STARTED A L TURN INSTEAD. I OBSERVED SMT X PASS UNDER ATX Y BY 200' OR LESS (ESTIMATED) AS I WAS MAKING MY SECOND XMISSION TO THE SMT X. THERE ARE A NUMBER OF THINGS THAT COULD HAVE BEEN DONE TO PREVENT THIS SITUATION. PROPER COORD. SWITCHING ATX Y SOONER. PROPER POS RPT BY SMT X. THE MOST IMPORTANT WOULD BE A BRITE SCOPE. WE COULD GET RID OF SO MANY PROBS WITH A BRITE AND INCREASE THE QUALITY AND SAFETY OF SVC TO THE FLYING PUBLIC 100%.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.